DE2051960A1 - Local transport system - Google Patents

Description

Local transport system

The invention relates to a continuous local transport system, which is intended in particular for the public in, for example, urban conurbations «Such a thing The system consists of a transport unit, which revolves in a continuous movement, and a passenger exchange unit, which works together with the transport unit, to bring passengers to platforms and pick them up from there or to move goods between different stops to transport·

Transport problems are increasing everywhere in the interior of metropolitan areas. The transport on so far have been ensured on the one hand by vehicles that circulate on conventional routes, or by means of transport devices that are guided around the circumference on special rails.

The conventional urban standard means of transport, such as rapid transit, underground or elevated trains, are practicing the public is no longer attractive,

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ORIGINAL INSPECTED

which would be necessary to fully serve its purpose. Rather, in large metropolitan areas there must even be a growing aversion on the part of the public to this Solution because of the inherent low speed and discomfort are noted. The attempts made to increase the speed on the Trains themselves and to limit the stopping times at the stations have only unsatisfactory results guided

The typical disadvantages of conventional means of transport are to be searched for in their specific way and in particular linked to the need for all vehicles have to stop at every station «. This has substantial Loss of time as a result and contributes to the inconvenience by giving passengers constant deceleration and acceleration are exposed.

These night spots are carried through to a certain extent Express lines, switched off, which connect distant stations at great speed. "This one However, express lines require considerable investment and do not provide any noticeable improvement in heating speed and comfort.

To these clinging to the so-called classic means of transport To eliminate disadvantages, it has been proposed to divide this mode of transport into two parts, from one of which is rotating continuously at high speed and the other is changing passengers and goods between the first part and various stations of the network.

Thus, according to French patent specification 1 366 811 and its additional patent 84 523, the first part is a

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Continuous chain of car groups, which are formed from at least one car, while the second part of housings exists, which are assigned to the group of cars between the stations and which, when approaching the stations uncouple to slowed down and without any appreciable speed to be guided into the station and then again at the exit of the station for coupling with the group of cars to be accelerated.

This system is not entirely satisfactory and especially that Junction of the wagons or wagon trains at constant speed encounters difficulties «, In addition, this system is not very adaptable because of the facilities to transfer the housing to the breakpoints not at ' the housings themselves, but form part of the substructure

The invention is based on these disadvantages of the known systems and relates to a continuous transport system that is characterized is that the trains follow at a distance from each other, that every transport train and every passenger change train with running organs, Guiding devices, built-in drive means, adjustable couplings, devices for connecting a passenger exchange train is provided with a transport train and control devices that the substructure facilities for station selection control and programming, pm has the

Convergence of the transport trains and the passenger transfer trains to enable a passenger exchange train to be assigned to a transport train between two stations and the transport train continues its movement and one station passes through while the shuttle train detaches itself from the transport train at the entrance of each station to ah

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to hold the station, and to reconnect to a subsequent transport train at the exit of the station. and that the passengers are carried by the transport train while the passenger transfer train is passing the passengers between different transport times and the corresponding platforms

Accordingly, the advantage of the present invention is that it provides a system that is very simple and very adaptable is working. The system allows taking advantage of the sustained benefit Speed of the transport train, which only stops in exceptional cases. It also needs speed not to be uniform, what an acceleration and Braking of the train is permitted depending on certain circumstances or operational conditions. Likewise, the passenger exchange trains are advantageously made about as long as the transport trains.

During the short transport section between the 'platform and the transport train or vice versa, each other hold the passengers standing in the passenger swap train. The passenger exchange train can therefore be considerably narrower be designed als.der transport train, whereby ^ the overall profile is reduced. The ferry guest change track can split at the entrance of a station, with at least one of the parts of the split lane being the station without Operation of the platform and remains assigned to the transport lane. This particular embodiment of the Transport lane allows the maintenance of traffic and the operation of the system one, if the. Passenger exchange train at the entrance for some reason remains assigned to a station of the transport train.

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It can also be advantageous that one or more . Platforms of the station are served by several route sections, which result from the division of the Fahrgas change ice track result. This' arrangement allows one Increasing the number of trains without reducing the time required to board and disembark passengers, even if the structural effort is a little higher.

Furthermore, the invention provides for the creation of a collective loop in the new system, the operator from secondary stations with a lower number of passengers permitted with reduced design effort o

The couplings and connecting devices of the two Trains consist of elements that ensure that the system works reliably.

If the car trains consist of motor vehicles _f the assignment of the various transport vehicles and passenger swap vehicles can be ensured in two ways

In the first case it is necessary that the automatic Control of every transport vehicle and every passenger swap vehicle conducts independently of each other, which considerably complicates the switching effort of the automatic power and computers as well as expensive transmission circuits.

In addition, the equipment of each individual vehicle provides technical problems difficult to solve as a motor vehicle in a train. Such a solution should therefore turned off.

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In the second case, the assignment of a single vehicle of a train to a corresponding vehicle draws one other train if they are regarding the automatic Control proves to be much cheaper, not the assignment of other vehicles to the two trains and to ensure and maintain the interconnection it is necessary to have a Train special couplings to be provided.

To this end, the invention further relates to adjustable couplings of adjustable length between the Vehicles of one and the same train. The length of these couplings can be controlled by a built-in automatic system that is independent of the automatic control system, so that they do not interfere with each other

According to a further feature of the invention are connection devices provided, which are formed by fastening organs * those on the vehicles, a train provided and engageable with locking members on each other's vehicles Train are provided, the control of these last-mentioned organs takes place with the help of control devices, which come into operation after the two vehicles have been brought together ©

Furthermore, the invention provides that the adjustable couplings have a variable length and from There are two racks> each of which is provided on one of the two vehicles to be coupled and the come into engagement with a gear operated by a corresponding device. The drive shaft of the gear is advantageously oriented vertically. This allows the vehicles to run through curves without the rigid connection consisting of racks and gearwheels, is disturbing.

1Q98 19/013?

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In the drawing embodiments of the invention are shown, which are illustrated by the following description of _e drawings:

Pig * 1 the system according to the invention with

a transport train and a passenger exchange train at the entrance of a station,

FIG. 2 shows the embodiment according to FIG. 1,

wherein the transport train is just separating from the passenger shuttle train Has,

5 shows the embodiment according to FIGS. 1 and

2, with the passenger change train at the exit of a station again Transport train reached,

4 shows a split passenger change lane

in a station,

Fig. 5 shows the two-fold division of a Fahrgas twechsel ice pure in three separate Lanes for serving two platforms ^

Fig. 6 shows a transport lane that immediately

connects two stations, and a changing lane that extends between separates these two stations,

Figure 7 is a cross section of a first embodiment a passenger exchange train and a transport train,

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Fig. 8 shows another embodiment of a

Transport train and a passenger exchange train, which is hanging here is guided on a rail,

9 shows a route section with a

meandering supply ladder and a controlled train,

Fig. 10 is a diagram with curves over the

Movement of passenger swap trains and transport trains,

11 is a plan view of a transport train

and a passenger shuttle train, which are connected to one another by means of couplings and connecting devices are,

12 shows a plan view of a connecting device of a passenger exchange vehicle with a transport trolley,

13A and B show the top view of a passenger exchange

vehicle and a transport vehicle in a separate state,

14 schematically shows the control devices

for the couplings and the connecting devices the vehicles of the two trains,

15 shows a section through the connecting device of a passenger exchange vehicle and a transport vehicle ^

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16 shows the coupling and

17 shows a modified embodiment

the coupling according to FIG. 16.

The continuous local transport system according to FIGS. 1 to 3 consists of a transport lane 1 and a passenger changing lane 2. A transport train 3 moves without interruption however, at a speed that does not necessarily have to be constant, on the transport lane 1. On the changing passenger lane 2 moves a changing passenger train 4, which is advantageously the same length and has the same number of cars as the transport train 3, these transport trains also on a single vehicle can be reduced.

It is readily apparent that in certain cases trains can be restricted to a single transport vehicle or a single changeover vehicle, but will one also choose vehicles of the same length in this embodiment. As the footprint of the passenger swap vehicles can be significantly less than that of the transport vehicles, especially since the passengers are in the former and the second seat, it is very advantageous if the length of the car is the same or approximately the same. One recognises, that in this case the performance of the system in terms of the number of passengers carried, the Multiplication of the stations and the economic increase in speed is improved and the manufacturing cost be lowered.

Fig. 1, 2 and 3 show schematically the positions of the passenger shuttle trains and the transport trains in three consecutive ones Phases. In all three figures there are

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three route sections 5 »6 and 7 are shown in unison. The middle section, ie section 6, has a station 8 with a platform 9, buttocks Fig.! A passenger exchange train 4 ^1, separated from a preceding transport train, holds on the platform 9, while a transport train 3 and a passenger train assigned to it move in the direction of travel in front of the station **. Between the stations, the passenger trains and the transport trains are connected to one another and coupled by means of directions, which are "described in detail" below.

During the journey between the stations, i.e. in the section of the route 5, the passengers who want to get off at the station get off the transport train 3 into the Passenger exchange train 4 um. In contrast, the passengers remain who did not want to get off at station 8, in transport train 3, which, without stopping, “started its movement continues on track 1.

On the sias corner section 7, the passengers in the passenger exchange train 4 have boarded the transport train 3 change * if you do not want to get off at the next station.

Figure "2, the Loslößung schematically illustrates a Fahrgastweohselzuges 4 of a Transpprtzug 3 shortly before the start of the platform 9. In this case, the Fahrgastweehselzug 4 ^f just the platform 9 leave" after driving were gassed out and new climb. The transport train 3, which has continued its movement on the transport lane i, connects after the disconnection of the passenger exchange train 4 with the Fahrgas twe ehs elzug 4 * aal exit of the station 8, ie in section 7. This connection process is shown schematically in FIG .

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The main advantage of this system is based on the fact that the transport train moves on the transport lane 1 without interruption, although not necessarily at a constant speed. This continuous movement, the speed of which can be varied, allows an improvement in economic speed and makes the system far more adaptable than is known in conventional devices in which the transport train consists of vehicles coupled together and moving forward at a constant speed.

The diagram according to Pig. 10, where on the abscissa the Times and the distances are plotted on the ordinate, gives a study of the local transport system according to the invention again. In the diagram:

A is the movement curve of the face

an arriving passenger swap train,

B the curve in the event of emergency braking on the face of an arriving passenger shuttle train,

C is the motion curve of the face

a departing passenger exchange train,

D is the movement curve of the rear end surface of a departing passenger shuttle train,

E the movement on the front face of a transport train,

P a point at which the speed of the transport train is changed,

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NC the length of a wagon train "

The diagram is based on an optimization of the economic Speed (choice of the steepest possible gradient for the transport unit), with the geographic Parameters (station distances) and the demographic Parameters (effort at routes and stations) have been defined. You can also see that the sequence of two passenger swap trains on a platform with the holding span, based on the face of an arriving one Zuges, creates a moving approaching section, its Length is a function of the speed of this latter train. In the case shown, has the system in the area of the stations switches on, which if necessary the passage of a transport and Allow passenger exchange unit, and it is straight the switches that limit the speed of the arriving transport unit and the arriving passenger exchange unit require.

In the present case, the transport trains, from which their changing passenger trains separate at the station entrance, reconnect at the station exit with the changing passenger train that was detached from the previous transport train ₀

The phase shift of the passenger exchange trains compared to the transport trains can change depending on various circumstances such as the Turn order. You can therefore also choose between different passenger exchange trains and different transport trains provide a multi-stage phase shift. For example, three trains can enter a station at the same time and with the same period of time for on and off

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increase, allow passengers a much faster transport train sequence within the system ₀

Fig. 4 shows a detail of the system for continuing the journey in the event that the station is closed to the changing passenger train, as well as in the event that the changing passenger train and the transport train are not separated from each other at the entrance of the station the station 8 is provided with a direct lane 2 ¹ , which is a continuation of the passenger change lane 2. The direct lane 2 'has, for example, the same geometric arrangement opposite the transport lane as the passenger change lane 2 in the section 5. In this case, switches 10 and 11 are provided at the connection points of the passenger change lane 2 and the direct lane 2'. In the embodiment shown in Fig. 4, there is the case that a changing passenger train 4 ^{1 has} been stopped at the platform 9 and due to this fact the changing passenger train 4 has not been separated from the transport train 3 at the entrance of the station.

In the area of the switch 10, a controllable control signal is installed or provided on a post in order to allow the moving gas train 4 to use the direct lane 2 ¹ . The train passes through station 8 without stopping. If necessary, he can run to the end of the route without disturbing the traffic. "" The only effect that this has on the operation of the system is that the passenger exchange trains move one step compared to the transport trains.

In Fig. 5, a modified embodiment is one Station 82 shown, which is provided with several platforms 92, 93 and 94. This arrangement has a

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■ 1098197013?

double fork, namely a first fork group 101 and 111 between the actual passenger change lane 2 and the direct lane 2 'and a second fork group of the passenger change lane 2, i.e. the forks at 1011 and 1111, - at which the passenger change lane is divided into lanes 21 and 22 and which then open again into a single passenger change lane 2. In this FIG. 5, on the three platforms 92, 93 and 94, there are the two passenger shuttle trains 4 and 4 ¹ . This double station gives passengers enough time to get on and off, although the number of trains is increased. The transport trains and the passenger swap trains are phase-shifted by several stages compared to normal operation *

As in the exemplary embodiment according to FIG. 4, a direct lane 2 ¹ is also provided here "which enables" a group of passenger transfer trains 4 and transport trains 3 to pass through the station without the two trains separating.

It is readily apparent that the number of platforms be increased and, for example, it can be provided that a passenger changeover train 4 ', which is from a Transport train 3 has solved a route 1.2, via a another line is routed, creating a continuous Transport system is created that connects between different lines without interruption by changing trains ensures. This last-mentioned embodiment is not shown in the drawing.

Fig. 6 shows a collecting loop. The transport lane 1 connects the two stations 8 and 8 ¹ directly, while the passenger change lane 2 moves behind the station 8 from the transport lane 1 »to go through the side

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To run stations 800, 801 and 802 and to swing back into the transport lane in front of station 8 · '. The operation of the passenger exchange trains between stations 8 and 8 ¹ in this arrangement is comparable to that of a shuttle bus, with the passenger exchange trains working as collective trains at stations 801 and 802 before they merge again with the transport trains. As in the previous exemplary embodiments, a direct lane 2 can also be provided between stations 8 and 8 ^{1 in} order, for example, to send a passenger exchange train of two or three trains over the busbar and at the same time to enable coupled transport and passenger exchange trains from from station 8 to station 8 *

The passenger change lanes and the transport lanes can also, starting from a common trunk line, the one Forms part of the system, to be split up to form further parts of the system, which alternate between passenger trains and associated transport trains are used, running to each other on the common trunk line follow · This arrangement allows a coordinated connection between a common trunk line with heavy traffic and less frequented secondary lines

The transport lanes and the passenger changing lanes can continuous systems provided with collective loops, on which the trains constantly circulate in the same sighting, or form open systems, at the ends of which there are reversing loops and in which the trains have both walk in one direction as well as the other.

Fig «7 shows a schematic section through a Execution form of a transport train 3 and a Fahrgas twechselzuges 4 on tracks 1 and 2. In this

109819/013 1

Pall rails can be used as guiding devices and running organs for the two trains. It can of course other facilities may also be provided, such as slopes for pneumatic support ^ and guidance of the trains, for example on air cushions,

According to a further embodiment, electromagnetic or magnetic guide and / or support elements can be provided. The use of electromagnetic guiding devices allows the dead time in the Area of the turnouts, as the change of the direction of travel Ä by simply switching the electrical current is controllable.

In the illustrated embodiment, the passenger exchange train 4 is made much narrower in cross section than the transport train 3. In this embodiment, the passenger exchange train actually only serves to transfer passengers from the transport train to the platform and vice versa. The passengers stay in the passenger shuttle train for only a very short period of time and stop so that they only take up a small area. To enable the transition from one train to the other, openings 31 and 41 are provided approximately in the form of W doors, which are opened between the stations and which are closed before the two trains are separated.

Practical tests have shown that the trains lead to a profile in the same order of magnitude as in is present on today's underground trains, albeit with numerous advantages and, in particular, a far higher one Operating speed can be achieved «The passenger shuttle trains and the transport trains could advantageously also be symmetrical to a perpendicular plane,

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which would be laid through its longitudinal axis.

Fig. 8 shows a modified embodiment for a Passenger exchange train 400 and a transport train 300. In this embodiment, the transport train 300 runs up the floor, while the passenger shuttle train 400 is suspended from a rail 401. The spatial arrangement the rails 301, 302 and 401 can be chosen so that the passenger shuttle train 400 at the entrance to a station something is lifted off the transport train 300, i.e. before a separation, and that the passenger shuttle train 400 rests on the transport train 300 between the stations. This embodiment allows in particular the use of a much wider track to support the transport train.

Each transport train and each passenger changing train can be moved forward by devices that are in the substructure of the system are provided «, for this purpose cables or screws, possibly with different inclines, are having devices provided, the drive of each train or train part is advantageously carried out by more suitable means installed in it, such as rotating or linear electric motors more changeable Speed. This arrangement gives the system greater adaptability and simplicity the automatic control

Since the transport trains and the passenger swap trains with independent drive means are provided, the automatic control of the motion sequence of the trains can be ensured by computers that receive information about the location of each train or train element and the speed obtained by comparing this information with a reference value the

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Control pulses for acceleration and deceleration determine which train they lizw. Tension element to transfer·

The control devices for a unit made up of a transport train 3 and a tramline change train 4 are shown schematically in FIG. Ia each station of the route, the computer which is an unillustrated computer which ensures the control of the vehicles that are located in the two adjacent Halbafeaeliaitten the track ₀ Dies'e control is performed by use of a guide system in the form of a closed loop in the development loop is included »

The signals are transmitted between the vehicles and the computer connection provided on the ground as follows. The track 1 is between the two rails 1 ^! and ¹¹ with an electrical conductor 13 in the form of a meandering band of constant pitch ¹ * !. The vehicles are provided with transmitter buttons 14 which are fastened to a frame beam transversely to the direction of the mandrel pattern, and receiver buttons 15 which are provided in the longitudinal direction of the meander pattern.

If the vehicle crosses a transverse line, so the computer receives a via the send button 14 electrical impulse. The number of pulses received per unit of time indicates the speed of the vehicle at. The number of times after exceeding a certain fixed marking point received Impulse provides information about the location of the vehicle.

The computer constantly compares the two pieces of information speed and location - with a driving program,

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which has been previously recorded in a memory. From the direction and size of the deviations determined the computer derives the order of magnitude of the speed, which with the interposition of the longitudinal direction extending strands of the meander pattern and the receiving button 15 on the vehicles is transmitted to this.

Figure 9 relates more specifically to the control of a Transport train o The control of a passenger swap train takes place in the same way

In addition to the control described above, the automatic system must merge the transport unit and the Ensure passenger exchange unit. When the two vehicles enter the coupling area, in which the two vehicles must be brought together on a section of the lanes is for this purpose only the transport unit is controlled in the manner described above. In contrast, the Fahrgas receives exchange unit, which gives its information about the speed and the location in the described Way transmits, from a part of the computer instructions regarding the speed that are sought Eliminate deviations in terms of speed and location, and no longer with regard to a predetermined driving program, but with regard to those measured and transmitted by the transport unit Values.

In this way only the first wagons of the two trains are controlled. The same driving behavior of vehicles those that take the 2nd, 3rd, .... place within the train will be independent of the route of the track - for example Curves - achieved by a program control that determines the length of the couplings, which is described, among other things, here is",

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This correspondence of the driving behavior of corresponding vehicles or vehicle parts is for safety reasons secured by a side locking device, which is also described here «

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In the case of the meander-shaped ladder, they differ Signals sent and received by different vehicles among each other by their frequency, for example in the range between 5 and 20 kHz - the selection being made by means of suitable filters Amplifiers, filters, oscillators, detectors, voltage? -, and frequency modulators and logic circuits known constructions. The buttons work electromagnetically and the meander-shaped conductor is located in a field, which is arranged by a on the vehicle Coil is generated.

According to Fig. 11 to connect a passenger change train 4 and a transport train 3 couplings 33 between the vehicles of the passenger train 4 and couplings 34 used between the vehicles of the transport train 3. Furthermore, according to FIG. 11, there are corresponding between all of them Vehicles of the passenger exchange train and the transport train connecting devices 35 provided Since no relative displacement can take place between the vehicles 4 with respect to the vehicles 3, it is necessary to that the couplings 33 and 34 have an adjustable length to provide the necessary compensation in the To ensure curves.

In addition, the automatic control only provides the Merging of a single vehicle of a train with a single corresponding vehicle of the other train safe and it is to expand the merge on the other wagons of trains 3 and 4 require the facilities described below

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Art are provided and the length of the couplings 33 and 34 both on straight sections of the route as well as in Curves is adjustable. In this last-mentioned case, the control devices work with the signal markings or devices - for example electronically - together, which are provided in front of and behind the curves.

12, 13A, 13B and 15 show a connecting device 35 which is formed from plates 36 horizontally attached to each vehicle 4. These connecting elements 36 point in the direction of the transport train 3 and can be inserted into a corresponding bearing recess 37, 4I which is arranged on the vehicle 3 to extend over its entire length brought into engagement with the surfaces of clamping jaws 38, which are provided, for example, with braking elements and provided in the bearing recess 37 in order to enable the two vehicles to be connected in the area of the thresholds of the doors that connect the vehicle interiors with one another after coupling. It can also be advantageous to attach a plate in each case λ in the area of a door in such a way that its length parallel to the lane is somewhat greater than the clear width of the door opening. In this way, the plate 36 can even serve to continue the floor surface between the two vehicles without interruption, in order to make it easier for passengers to transfer.

To the insertion of the plates 36 in the recess 37 and so that the connection of the two vehicles is easier, on the one hand, the play of the plate in the recess is both pretty important in the longitudinal as well as in the transverse direction,

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in order to eliminate in this way all deviations that arise when aligning one vehicle with respect to the other, and on the other hand, the free edge of the recess 37 is beveled to the front and to the rear.

When the connection is made and by a designated Button has been confirmed, receive built-in control devices 39 from an Autooatik, which a signal receives from the button via the connection process, a command signal to clamp the jaws 38, and limit under Taking into account the following reservations the yer ~ Pushing one vehicle in relation to the other

The attachment of the plates 36 to the vehicles 4 is carried out in such a way that with the exclusion of any larger and uncontrollable displacement in the longitudinal direction with respect to the vehicles 3 they on the one hand a relative Ver-r Shifting in the transverse direction allows to after tensioning the jaws inaccuracies in guiding the * vehicles! to intercept and distance changes in the various curves of the tracks, and on the other hand it limits a longitudinal displacement to during the ascent of the passengers to absorb the inaccuracies caused by the driving speed. If this monster " Accuracy is about 1 cm / s and if the transfer time according to conventional experience is in the order of magnitude of 20s, this tolerance after clamping the jaws in the longitudinal direction is about 20 approx of connecting doors between the vehicles is justifiable iSt O

14 shows control _{devices 19 which ensure 9} that the doors can only be opened when the I? Lfcfcen 36 are firmly clamped between the clamping jaws 38, providing a tightly sealed transition between the vehicle

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and to ensure the vehicle 3, the control device triggers 39 the development of balls or the like, such as inflatable beads.

The built-in control devices 39 are shown in FIG. 14 and comprise several logic circuits with different inputs and outputs. An input a receives information from the automatic control system which states that the connection between the two vehicles has been carried out. There is also an input circuit b which scans the junction to provide reassurance for the execution of the coupling. The two inputs A and Λ transitions to an AND circuit are supplied, the output c controls the connecting means, that the clamping jaws 38th

The input d supplies the control devices 39 with a Information to confirm that the connection has been made properly. This input d is just like the inputs a and b connected to a UMD circuit, the output e of which opens the connecting doors between the both vehicles 3 and 4 controlled The control devices also include an input f, which is connected to a not shown Button is connected, the effectiveness of the connection between the two vehicles ™ checked. The information fed to the input f is fed to a binary multivibrator whose output g controls the closing of the doors of the two cars in an emergency and also sends information to the automatic control system, to trigger hot braking of the two cars. Because it The electronic elements making up the control device 39 may be known circuits and arrangements acts, they are not shown in the drawings.

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Finally, according to a further embodiment the invention, the inflation of the bellows, not shown, also take place by means of the control device 39, before the foren are opened, and in the same way they can be relaxed after the doors have been closed to separate the two vehicles.

A special embodiment of the length-adjustable couplings is shown schematically in FIG. This device connects two vehicles 4 and 4 ¹ one and the same train and consists of the two racks 62 and 63, which are arranged on the vehicles 4 and 4 *. These two racks, which are facing each other, are held in engagement by a gearwheel 64, the control of which is ensured by an operating box 65, which also has devices for braking and locking the gearwheel, as well as a logic control device.

The clutch works as follows. The coupling is adjusted to a length that corresponds to the desired distance between two vehicles corresponds to · This setting corresponds to a certain angular position of the gear wheel 64 * The gear wheel is then secured by a shoe brake and the organs 62, 63 and 64 form a no longer stretchable Unit.

Since all vehicles are self-propelled, is it is necessary., during the manufacture of the couplings, prepare to take into account the differences that arise result from the acceleration and the deceleration exerted on the vehicles by the engines and brakes which have the same structure and at the same time receive the same information of the automatic control. The merger will be on a straight line

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all corresponding vehicles of the two trains thereby they are made so that only the corresponding two carriages are held together and all of the same length Couplings is adhered to

Nevertheless, the two trains can be merged in a curve or run through a curve if they are affiliated. In this case it is necessary that the couplings of the trains are inside the Curve reduce their length and / or the couplings of the trains in the outer curve increase their length. To control this movement, a pulse generator is provided at the entrance to a curve, which is a coded Emits a signal that characterizes the mathematical value of the curve to be overcome.

A button sends this signal to the control box 65, which decodes it and transmits a corresponding angle of rotation to the gearwheel 64. At the same time, this signal releases the brake shoes to allow the gear 64 to rotate. The drive motor of the carriage 4 ¹ receives information about the acceleration or deceleration. This results in a change in the length of the coupling by rotating the gearwheel 64, which, like the box 65, is mounted on a telescopic device.

the
pushes / is arranged on the vehicle 4, for example.

A rotation angle measuring device compares the rotation imparted to the gear 64. by changing the speed of the vehicle 4 ¹ with the turn, which is predetermined as a function of the curvature of the lane. If the two rotation values are identical, the information about the change in the speed of the engine of the vehicle 4 ^{1 is} terminated. The information is given to the brake shoes to apply, and the gearwheel 64 is then blocked again. At the (A. exit of the curve

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set the control devices 39 a symmetrical Alignment safe »after a corresponding signal has been received by a second pulse generator · The clutch then takes the again. original length.

A modified embodiment of the coupling is shown in FIG. Here only one of the vehicles, for example 4 ¹ », carries a rack 63. The other vehicle has an arm 61 to which the axle of the gear wheel 64 and the box 65 are attached. The mode of operation corresponds to that just described with the exception that the gearwheel 64 · and the bevel 65 do not experience any relative displacement with respect to the vehicle 4 ·

Execution example 1

The advantages of the local transport system according to the invention are set out below on the basis of calculations which

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with an execution form.

'v

Output variables:

Length of the route 11 km

Number of stations: 15

Distance between stations: 540 - 1250 W.

Average distance approx. 800 m

Profile: max. 4 m (assumed)
Length of the platforms: max. 105 m. Line performance during rush hour: 21,000 passengers in 1985

30,000 passengers in 2005 Train frequency: selectable

To be able to perform various calculations it was required to account for various conditions

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carry that arise during the operation of such a means of transport. These conditions are as follows:

1.2 m / s

2 3 m / s

max. 4 per m

Maximum speed on the track! 20 m / s acceleration (or deceleration) during

normal operation: max.

Delay in the event of an emergency stop: max.

Share of in the transport unit

seated passengers: min _o $ 30

Density of the passengers standing in the transport unit:

Passage of passengers at one door:

an opening of 1.40 m is permitted

the passage of 2 people per second

Holding time on the station:

$ 200> the calculated theoretical time on a solid surface: 17 s

Time to change between the passenger exchange unit and the transport unit:

200 % of the calculated theoretical time on a solid surface: 17 s

These numbers permit ai. ~ - gust values:

Profile:

Length of the draw sequence:

2.90 m 78 m Al ε

Comparison with a

Starting vcn a table that shows the starting point and destination stations of passengers, it is possible to _see the time savings to bestimmea _s the reach is G ^ if% iii conventional Untergriiuö'aaßiisystojs by aas wiard replaced srfindiings modern system "Z \ vs Sraislung siner & 3? öiisn «

- 28 "

109819/0137

BATH ORIGINAL

_ ₂₈ _ 2051360

Order, the following numbers can be taken into account:

To cover about half the distance, the time gain is a little more than 3 minutes compared to a journey with a conventional subway of a little less than 10 minutes, i.e. a profit of $ 35> ·

The annual profit for all passengers on the line is 143,000,000 minutes in 1985 and 185,000,000 minutes in 2005.

Starting from the curve of passenger traffic, it is possible to determine the number of passengers in the case specifically examined by the invention System can be promoted:

The annual output of the conventional subway in 1973 was 56.7 million Passengers, while those of the system described are 63.45 million passengers could, which corresponds to an increase of $ 12,

Patent claims:

- 29 -

109819/0137

Claims (1)

Claims ι . ' 1.! Continuous local transport system, consisting of ^ ietufenden double lanes, consisting of a transport lane and a passenger change lane are formed, which lead past stations, with all vehicles on the double lanes circulate and are divided into transport trains and passenger shuttle trains and each train is on its own Moving track of each double track, characterized in that the trains follow each other at a distance, that every transport train and every passenger shuttle train with running organs, guiding devices, built-in drive means, adjustable couplings, devices for connecting a passenger shuttle train with one Transport train and control devices is provided that the substructure facilities for pulse delivery and for Has programming to control the circulation of the trains and the coincidence of the transport trains and of changing passenger trains to enable a changing passenger train to join a transport train between two stations is assigned and the transport train continues its movement and passes through a station during the Passenger shuttle train detaches itself from the transport train at the entrance of each station to stop at the station, and reconnects with a subsequent transport train at the exit of the station, and that the passengers be carried by the transport train, while the passenger shuttle train transfers passengers between different transport trains and the corresponding platforms allowed, 2. System according to claim 1, characterized in that the Traneportzug have approximately the same length as the passenger swap trains - 30 109819/0 137 3ο system according to claim 1, characterized in that that the route has turning loops at its end points, the double outward track and the. double Connect back lane » 4. System according to claim 1, characterized! that the double track has roughly the shape of an oval. 5. System according to claim!, Characterized in that that it has a double main line, from which a branch line branches off with a double track. ■ -. ■■■■ ■ ' 6ο System according to claim 1 to 5, characterized in that that the passenger change lane is divided within a station and at least one of the parts of the divided Lane passes through the station without operating the platform and is assigned to the transport lane remains, so that the pairs formed from a passenger exchange train and a transport train without separation or Stop going through the station. 7. System according to one of claims 1 to 5, characterized characterized in that the passenger change lane between two stations served by the transport lane of the Transport lane is forwarded that the passenger change lane was not served on several of the transport train Intermediate stops, passed before going back is brought up to the transport lane, and that the changing passenger train from the transport train at the exit the first station and the changing passenger train separates the intermediate stations in the form of a conventional train and in front of the entrance to the next station of the transport lane with the following transport train connects - 31 ~ 9819/0137 8. System according to one of claims 1 to 6, characterized in that it consists of a certain number consists of double lanes, which are connected by intervening passenger change lanes that a passenger swap train after separation from a transport train runs over the transport lane and opens another double lane is routed for connection with a transport train of this other double lane, and that the transition from one double lane to another can be repeated several times, which the passengers the choice of one or more connections allows without having to switch between the different double lanes must o 9 · System according to one of claims 1 to 6, characterized in that the support and guidance of the Trains are made by track wheels or tires and rails and used to drive a train rotating or linear Variable speed motors are provided. 10. System according to claim 1 to 8, characterized in that each train contains information about the · location and the Speed at least one computer that feeds them with each other or with one in a memory memory registered program compares and the corresponding trains control impulses on the acceleration and delay introduces so that they follow a certain sequence of movements and in particular the connection the passenger exchange trains and the transport trains ensured is, 11. System according to claim 1 to 9 »characterized in that that coupling devices for the various vehicles of the train, facilities for the connection - 32 - 1098 19/0137 2051 at least one vehicle of a transport train with a corresponding vehicle of a passenger exchange train and control devices are provided which combine the vehicles of the transport train with the vehicles of the passenger shuttle train by using the coupling devices and the connecting devices act on, and that the coupling devices of the different cars one and the same train with respect to their length can be changed to allow the connection with corresponding vehicles of the other train 12. System according to one of claims 1 to 10, characterized in that the connecting devices from on the vehicles of a train provided fastening members exist that can be brought into engagement with controlled locking members that are attached to the Vehicles of the other train are provided, and that the control of the locking members after the merging of the two vehicles takes effect. 13. System according to one of claims 1 to 11, characterized in that the fastening elements consist of plates and the locking elements consist of brake shoes, between which the plates grip ₀ 14. System according to any one of claims 1 to 12, characterized characterized in that the adjustable length couplings have two racks, each of which is attached to one of the two vehicles, and that the racks are directed against each other and through a gear are held in engagement with each other ^ whose axis of rotation extends vertically and through a Control device is rotatable « - 33 - 10 9 8 19/0137 l | f | t Il lip 1 15o system according to one of claims 1 to 13 »thereby characterized in that the longitudinally adjustable coupling has a rack which is attached to one of the is attached to both vehicles and is in engagement with a gear, the axis of which is on the other vehicle is fixed, and that the gear having a vertical axis is rotatable by a control device is. 16. System according to one of claims 1 to 15, characterized in that the control device for the gear a brake for locking the rotation of the gear and a logic controller that controls the gear releases the speed of the coupled vehicles to change the length of the coupling in Changes in accordance with a control pulse and then the gear wheel is blocked again as soon as the selected length is reached. 17. System according to one of claims 1 to 16, characterized in that the control devices for the Length of each coupling cooperate with pulse generators, which are arranged on the lane at places at which a change in the coupling length must be triggered. 109819/0137